NYC03FA080

The flight crew of the Fan Jet Falcon (DA-20) were practicing ILS approaches in instrument meteorological conditions with low clouds and rime ice. A first officer (FO) in training occupied the right seat, while the pilot-in-command (PIC), who was also the company chief pilot/check airman/designated flight instructor, occupied the left seat and was handling the radios. On the second approach, the airplane struck trees and burned, 1.57 nm from approach end of the runway. The landing gear was found extended, and the trailing edge and droop leading edge flaps were retracted. The wing and engine cowl anti-ice valves were found closed, consistent with it being off in the cockpit. Radar data revealed that on approach, the airspeed decreased from 188 knots to 141 knots at the outer marker, and continued to decrease down to 106 knots, when the airplane entered an abrupt descent and disappeared from radar. Simulator flights matched the radar profile with a flight idle approach, a power reduction inside the outer marker, and 1/4 inch of ice on the wings. In the simulator, the airplane stalled about 2 miles from the end of the runway with an airspeed of 103 kts. At flight idle, the engine power in the last 2 minutes of approach was below the recommended power setting for wing or engine anti-ice to be effective. Vref and stall speeds were computed to be 129 kts and 96 kts, with wing flaps and droop leading edges retracted. The PIC had about 1,100 hours in the make and model. The PIC did not have any documented previous flight instruction experience in make and model or any other multi-engine airplanes. The PIC had given 4 pilot proficiency checks in the DA-20 since receiving his check airman designation. The company Director of Operations reported that the accident FO was the first student the PIC had taken through the initial second-in-command course. The PIC and FO had received all of their turbojet experience with the operator.

History of flight

On April 8, 2003, at 1349 eastern daylight time, a Dassault Fan Jet Falcon (DA-20), N183GA, operated by Grand Aire Express Inc. (GAE), as flight 183, was destroyed when it struck trees while on an instrument approach to Toledo Express Airport (TOL), Swanton, Ohio. The two certificated airline transport pilots, and pilot rated passenger were fatally injured. Instrument meteorological conditions prevailed for the instructional flight, which last departed from Cherry Capital Airport (TVC), Traverse City, Michigan. The flight was conducted on an instrument flight rules (IFR) flight plan under 14 CFR Part 91.

According to the Director of Operations (DO) for Grand Aire Express, the flight was dispatched from Toledo with a 14 CFR Part 135 qualified flight crew on board, and a first officer in training (FO), who occupied the jump seat with no required duties.

According to records from the Federal Aviation Administration (FAA), prior to departure from Toledo, the direct user access terminal system (DUATS) was accessed using a Grand Aire logon. Selected notices to airmen (NOTAMS), terminal forecasts (TAFs), and aviation routine weather reports (METARS) were requested by the logon user.

The airplane then flew from TOL to Grand Rapids (GRR), Michigan, where cargo was loaded. There was no servicing while the airplane was on the ground at Grand Rapids. However, flight service was contacted by the flight crew and an IFR flight plan was filed to Traverse City. The latest weather for Traverse City, and their alternate airport was also requested. When asked if any additional weather was needed, the offer was declined.

There were no reported problems on the flight between Grand Rapids and Traverse City. While on the ground at Traverse City, the airplane was serviced with 150 gallons of Jet-A aviation grade turbine fuel.

Flight service was again contacted by the flightcrew and an IFR flight plan to Toledo was filed. No weather information was requested.

The return flight to Toledo was planned as an instructional flight for the FO, who was being prepared for his 14 CFR 135, second-in-command checkride. The pilot-in-command (PIC) occupied the left seat. He was the company chief pilot, an FAA designated check airman, and a company designated flight instructor. The FO in training occupied the right seat, and the 14 CFR Part 135, DA-20 qualified first officer occupied the jump seat, as a pilot rated passenger with no required duties.

There were no reported problems with the departure or en route phases of the flight. The pilots initially contacted Toledo Approach Control at 1324.

The pilots initiated a practice ILS approach to runway 07, with the intent to perform a missed approach. During the missed approach, the airplane was radar vectored for a second ILS approach to runway 07.

The air/ground communications tape between the airplane and approach control was reviewed. The director of operations identified the voice that was responding to radio calls as the PIC.

According to an FAA transcript of air/ground communications, at 1345:29, Grand Aire flight 183 was requested to maintain 180 knots to TOPHR, the final approach fix. This instruction was acknowledged by the PIC.

At 1346:21, flight 183 was instructed to maintain 2,300 feet until established on the localizer, and cleared for the ILS runway 07 approach. The flight was again instructed to maintain 180 knots to TOPHR. This was acknowledged by the PIC.

At 1348:51, the arrival controller transmitted, "grand air one eighty three, contact tower."

At 1348:54, the PIC transmitted, "tower, grand air one eight three."

No further transmissions were received from the airplane, and radar contact was lost.

A witness driving south on a road, adjacent to the west side of Oak Openings Preserve Park, reported that she saw the airplane on final approach. She described it as lower than normal, and north of the final approach course. She stopped her vehicle, stepped out, and watched the airplane fly overhead. She reported that she could hear a popping noise as the airplane passed overhead. As the airplane disappeared from view, she thought she heard a power reduction from the engines. She then got into her vehicle and did not see or hear anything else.

A second witness who was located north of the localizer approach course reported that the tops of the trees, which were 80 to 100 feet high, were obscured by fog. He could hear the engines running intermittently, interspaced with "bangs."

A third witness reported hearing a noise, which she described as, "like a huge drum of nuts and bolts, and you shook it. It was very, very loud and then silence."

A ground search was initiated, and the airplane was located about 1415.

The accident occurred during the hours of daylight at 41 degrees, 34.371 minutes north latitude, and 83 degrees, 51.815 minutes west longitude.

Personnel information

Pilot-In-Command

The PIC held an airline transport pilot certificate for multi-engine airplanes, and a type rating for the DA-20. He held a commercial pilot certificate with ratings for single engine airplanes, rotorcraft helicopter, and instrument helicopter. He also held a flight instructor certificate with ratings for single and multi-engine, and instrument airplane. He was last issued a first class FAA airman medical certificate with no limitations on April 2, 2003.

According to the company, the PIC's total flight experience was 4,829 hours, with 4,384 hours as PIC. His total DA-20 experience was 1,100 hours including 923 hours as PIC. He had flown 82 hours in the preceding 90 days, and 28 hours in the preceding 30 days.

The PIC also held a mechanic's certificate with airframe and powerplant ratings.

The PIC completed initial training in the DA-20 on April 22, 2000. His last recurrent ground school was completed on May 3, 2002. His last proficiency check in the DA-20 occurred on January 3, 2003.

First Officer

The FO held an airline transport pilot certificate for multi-engine airplanes and a type rating for the EMB-120. He held a commercial pilot certificate with a single engine rating. He also held a flight instructor certificate with a single engine rating. He was last issued a first class FAA airman medical certificate with no limitations on February 27, 2003.

According to the company, the FO's total flight experience was 4,632 hours, including 2,000 hours as PIC, and 7.1 hours in make and model. He had flown 63 hours in the preceding 90 days, and 21 hours in the preceding 30 days.

The FO completed DA-20 ground school on April 2, 2003. Prior to the accident flight, he had received 7.1 hours of dual instruction in the DA-20, all from the PIC. He started flight training on March 13, 2003, and his last instructional flight prior to the accident was on April 2, 2003.

Aircraft information

The type certificate data sheet referred to the airplane as a Fan Jet Falcon. The airplane was originally equipped with two General Electric CF 700-2C engines, and had been upgraded to the CF 700-2D2 engines by service bulletin.

The wings were equipped with trailing edge flaps, and droop leading edges (DLE) on the outboard half of the wings.

The fuel system consisted of two wing tanks, and two rear compartment tanks located aft of the aft pressure bulkhead, and between the engines. The wing tanks held 552 gallons on each side, and the rear compartment tanks held 71 gallons on each side.

The airplane had been converted from passenger carrying to a freighter by removal of the main cabin door, and the interior liner and seats. Entrance to the airplane was through the cargo door, forward of the leading edge of the left wing. There were three methods to exit the airplane. The main cargo door and the sliding left side direct vision window in the cockpit could both be used as an emergency exit. In additio